Car-coupling link



2 Sheets-Sheet 1.

W. A. FOUST. GAB COUPLING LINK.

Patented Jan. 2.1

N PETERS. PhMc-Liflmgmphcr. Washington, n. c

(No Model.) 2 eeee ts-S hhhh 2.

V W. A. POUST. UAR GOUPLING'LINK.

No. 419,934. Patented Jan. 21, 1890.

i {IIIHIIII 1 extend in opposite directions.

UNITED STATES.

PATENT OFFICE.

\VILLIAM A. FOUST, OF RENOVO, PENNSYLVANIA.

CAR-COUPLING LINK.

SPECIFICATION forming part of Letters Patent No. 419,934, dated January21, 1890.

Application filed November 14, 1889. Serial No. 330,289. (No model.)

T0 at whom it may concern: I

Be .it known that I, WILLIAM A. Fousr, of Renovo, in the county ofClinton and State of Pennsylvania, have invented certain new and usefulImprovements in Combined Oar-Coupling Links and Handles; and I do herebydeclare that the following is a full, clear, and exact description ofthe invention, which will enable others skilled in the art to which itappertains to make and use the same, reference being had to theaccompanying drawings, and to the letters of reference marked thereon,which form part of this specification.

My invention relates to certain improvements in car-coupling links.

The object of the invention is to provide the usual inclosedcar-coupling link with a pair of opposite handles, so that the link canbe easily and quickly manipulated from either side of the track withoutendangering the life of the operator. This object is accomplished by andmy invention consists in certain novel features of construction and incombinations of parts, more fully described hereinafter.

Referring to the accompanying drawings, Figure 1 is a plan view of thelink. Fig. 2 is a plan showing the link braced by a crosspiece and thehandles in position to be placed upon and welded to the sides of thelink. Fig. 3 is a longitudinal section through the handles and cross-barof a link. Fig. 4 is a detail of a handle before being welded to thelink. Fig. 5 is a perspective of two couplingheads coupled together bythe present link. Figs. 6 and 7 are respectively a side elevation and atop plan of the construction of Fig. 5.

In the drawings, the reference-letter a indicates a suitablecar-coupling link of any form or construction. This link is providedwith a pair of handles 12 b, extendng laterally from the centers of thelongitudinal sides of the link in opposite directions, and at theirouter ends said handles are preferably bent laterally at right angles,so that the two laterally-bent ends 0 c of the two handles or arms Thesearms or handles are of such length that they will ex tend laterally fromthe link toward the outer opposite sides of the car, and so thata personstanding upon either side of the track can guide the link by means ofthe handle upon that side into the coupling-head of an approaching carwithout stepping between the cars or otherwise exposing himself todanger of being crushed between the approaching cars. The ends 0 c ofthe handles are bent laterally, so that the operator is afforded aslight leverage in raising and guiding the link by a handle, and it alsoprevents the handle from slipping around in the operators hand, as wouldbe the case where the link is Very heavy and the end of the handle iscontinued out straight.

It should be observed that the link has two opposite similar handles, sothat it can be guided from either side of the car without reversing thesame, and the link does not require any peculiar way of locating orfastening to the coupling-head.

This link is especially adapted and intended for use with coupling-headse, constructed as shown in the last three figures of the drawings, andgenerally used on the Pennsylvania Railroad system. It will be observedthat the front engaging ends of these heads are curved rearwardly at theends; hence when the two heads are in engagement there will besufficient open space between the said ends of the engaging faces toreceive the handles of the link without danger of their-being broken orinterfering with the movement of the heads. These arms can be applied toold plain links by longitudinally splitting the inner ends of the arms(see Fig. 4) and then placing the center of a longitudinal side of thelink in said split end and welding the same, thereby forming a rigid andfirm joint and making the arm a part of and integral with the link.These links are exceedingly liable to break apart at the ends, causingthe separation of trains, and in order to strengthen the links andovercome this weakness the center of the link. is provided with astrengthening crosspiece f, connecting the centers of the longitudinalsides of the link, as shown in Figs. 2 and 3. This cross-piece isapplied to old links by having its ends split and welded to the sides ofthe link, as just described, thereby making it an integral part of thelink. The

many advantages of such a construction as this are obvious.

What I claim is 1. A car-coupling link having a pair of handles, eachhaving its inner end'spli t and fitted on and welded to a side of thelink, substantially as described.

2. A car-oouplin g link having parallel sides, a strengtheningcross-brace connecting the centers of said two sides and Welded to thesame at its ends, and the two handles extending in opposite directionsfrom said sides and Welded to the same and forming continuations of thecross-bar, substantially as described.

3. A car-coupling link provided with a cross-bar having its ends splitand welded to the sides of the links, as set forth.

4. A link provided with a cross-bar having split ends fitting and weldedto its sides, and the handles having split ends fitting and Welded tosaid sides, as set forth.

In testimony that Iclailn the foregoing as my own I affix my signaturein presence of two Witnesses.

WVILLIAM A. FOUST.

Witnesses:

MGCLELLAN FOUST, HARRY D LA E.

